Last issue's installment was written while on the road; this one comes from the cozy confines of my opulent [sic] office suite back here in good old Anaheim, California. This is a good sign. It means that the Beater and I made it home from our extended break-in trip on Americruise. There were, as you might imagine, a few hiccups along the way, but we'll get into those details at another time and place (Americruise was such a blast in the Beater that our exploits deserve a couple of dedicated pages of their own).
Today I thought I'd get into a bit of background on the motorvational aspects of the Budget Beater. Since the build happened on such a tight and fast-paced schedule, I have to admit I was negligent in many aspects of the buildup coverage. For this I apologize and promise that the next one will be chronicled in a much more professional manner (that's right, there's another home-shop buildup on the near horizon--keep your eyes peeled for future details). Last month I mentioned that because of time constraints the Olds Rocket motor was unable to be used, so I procured an SBC and a TH400 trans from my pal Archie Green and installed it. With the engine/trans combo in place and the pedals and steering figured out and trial fit, it was then time to get that small-block into running shape.
I'd initially power-washed both the engine and trans and replaced a few wear items and gaskets, but that still left me with a squeaky clean long-block that needed dressing. Since I've always been a fan (and chronic user) of Pertronix Ignitor ignition modules, it was a no-brainer for me to go that route once again. Unfortunately, this time around I didn't even have a distributor to put an Ignitor in. I solved that dilemma by ordering a complete Flame-Thrower distributor assembly. It's a nice piece--it has the look of a standard points-style unit, but it comes outfitted with an Ignitor II electronic ignition module. I used it in conjunction with a Flame-Thrower II coil for a quick and easy two-wire installation.
R&C staffer Damon Lee graciously offered up a selection of pulleys, a couple of assorted generator brackets, and a balancer from his collection of Chevy odds and ends, and another pal of mine lent me a Demon Jr. four-barrel carb to try out on the small-block. The engine did come equipped with an old, beat-up pair of what I think are Cal Custom finned valve covers. I tossed 'em into my bead blaster and painted 'em rattle-can semi-gloss black, as I did the block and trans. The local Car Quest parts store had a new flexplate right on the shelf, so buttoning up the trans to the engine was hassle-free.
With the engine and trans ready for a home, I rolled the finished chassis into the garage and hoisted the engine into place for what I hoped would be the last time, and thankfully, it was. Once the engine/trans assembly was bolted in, I called on my pal Don Armstrong of U.S. Radiator and begged for a house call (he's actually practically a neighbor). Don swung by and did the necessary measuring for a radiator. It required this special treatment because I'd chosen to use a '30-31 A radiator shell that I'd sectioned about 7 1/2 inches to match the height of the T's cowl. Since the core size was so small, U.S. Radiator whipped me up one of their Triple-Flow Desert Coolers just to make sure it'd do its job even in SoCal's notorious stop-'n'-go traffic.
At this point all I needed to do was add an exhaust system and the basics would be done. I had spent quite a bit of time trying to decide how to go about it but finally figured to keep it simple. A pair of coated Patriot Lakester headers did the trick, and a pair of slip-in baffles and a couple of homemade block-off plates for the under-chassis exits worked out perfectly. The headers look great, and the baffles did a much better job of muffling the rumble than I thought--plus it saved me a chunk of my budget by eliminating the expense of a full exhaust system. Speaking of budget, you'll have a full, item-by-item accounting of how I fared in the final installment.
Next issue we'll cover the installation of the shifter, windshield posts, and the door latches. Until then check out this month's images.
My pal Archie comes through...
My pal Archie comes through yet again! The Olds motor was still in the works as the clock ticked away, closer and closer to this year's Americruise. Thankfully Archie had this well runnin' small-block tucked under his workbench for emergencies such as this. The 350 was originally ensconced in a Chevy pickup, as was the TH400 I mated it up to.
Though the engine was basically...
Though the engine was basically complete, there were a number of items that had been pirated off the old girl as it sat around the shop. The Edelbrock intake remained, thankfully, but things like a balancer, oil filter adapter, distributor, carb, fuel pump mounting plate, and pushrod had all found new homes. Between what Damon Lee and I had lying around and a couple of odds and ends found at the Pomona Swap Meet, I got things handled. The distributor came from Pertronix, a company of which I have long been a customer. I've been using its Ignitor ignition modules for years with great results, so I figured I couldn't go wrong with a complete distributor assembly (and Americruise proved me correct).
The rolling chassis was eagerly...
The rolling chassis was eagerly awaiting the engine and trans for the final time. The combo had been installed then un-installed numerous times over the prior few weeks, so it was comforting to know that the next time was for good.
At home at last--the engine...
At home at last--the engine and trans are finally nestled between the rails of the A chassis for the final time. At this point most of the bolt-on engine accessories have found homes, and all that's left is to fab up a generator bracket or two, pop in a starter, run some fuel lines and a bit of wiring, and get a driveshaft cut and balanced. Heck, it's almost ready to run.
The old Cal Custom valve covers...
The old Cal Custom valve covers had seen better days. I like 'em, though, so I bead blasted them and shot 'em with a couple of coats of semi-gloss black. Then I spent a few minutes with a small brush and a bit of leftover chassis paint and did the fins in Sea Foam Green to match. It would have looked killer if only I had a halfway steady hand.
Since I'd used the Pertronix...
Since I'd used the Pertronix Flame Thrower distributor, I figured it'd be a smart move to match it up with a low-resistance Flame Thrower II coil to keep the whole ignition system in the same family. Also, while I was at it, I used some early Ford oil pressure and coolant temperature sending units to match the '63 Ford truck instrument cluster destined for the project.
I took a quick break from...
I took a quick break from the engine and spent a bit of time on the cab, so I could set that into place and check my final clearances and such. I figured I'd paint the body on the chassis (I don't mind a lot of masking), and I was in a hurry to get the thing wired and plumbed so I could fire it up.
This shot was taken about...
This shot was taken about a week after the previous images. I'd primed the body, plumbed and wired it, and installed my shiny new Patriot headers and U.S. radiator. I fired the thing up shortly after I took this picture and rattled a few windows around the neighborhood. It sounded fantastic, but I made myself slip in those baffles.
I know I shouldn't have done...
I know I shouldn't have done this, but I just couldn't resist a teaser shot of the nearly completed Budget Beater. Looks pretty good in primer, don't ya think?